CA2594348A1 - Method for controlling soot induced lubricant viscosity increase - Google Patents
Method for controlling soot induced lubricant viscosity increase Download PDFInfo
- Publication number
- CA2594348A1 CA2594348A1 CA002594348A CA2594348A CA2594348A1 CA 2594348 A1 CA2594348 A1 CA 2594348A1 CA 002594348 A CA002594348 A CA 002594348A CA 2594348 A CA2594348 A CA 2594348A CA 2594348 A1 CA2594348 A1 CA 2594348A1
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- Prior art keywords
- oil
- engine
- condition
- heated
- viscosity increase
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Links
- 239000004071 soot Substances 0.000 title claims abstract description 35
- 238000000034 method Methods 0.000 title claims description 15
- 239000000314 lubricant Substances 0.000 title abstract description 11
- 239000003921 oil Substances 0.000 claims abstract description 72
- 238000010438 heat treatment Methods 0.000 claims abstract description 16
- 239000010705 motor oil Substances 0.000 claims abstract description 16
- 238000001816 cooling Methods 0.000 claims description 7
- 238000002485 combustion reaction Methods 0.000 claims description 5
- 238000012360 testing method Methods 0.000 description 18
- 230000004044 response Effects 0.000 description 7
- 238000004891 communication Methods 0.000 description 6
- 239000010687 lubricating oil Substances 0.000 description 6
- 230000008859 change Effects 0.000 description 3
- 230000008901 benefit Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 239000000654 additive Substances 0.000 description 1
- 238000005054 agglomeration Methods 0.000 description 1
- 230000002776 aggregation Effects 0.000 description 1
- 239000010724 circulating oil Substances 0.000 description 1
- 239000000356 contaminant Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 108010011222 cyclo(Arg-Pro) Proteins 0.000 description 1
- 239000010432 diamond Substances 0.000 description 1
- 239000002270 dispersing agent Substances 0.000 description 1
- 239000006185 dispersion Substances 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 230000003134 recirculating effect Effects 0.000 description 1
- 230000008719 thickening Effects 0.000 description 1
- 239000004034 viscosity adjusting agent Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/10—Indicating devices; Other safety devices
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
- F01M5/02—Conditioning lubricant for aiding engine starting, e.g. heating
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M11/00—Component parts, details or accessories, not provided for in, or of interest apart from, groups F01M1/00 - F01M9/00
- F01M11/10—Indicating devices; Other safety devices
- F01M2011/14—Indicating devices; Other safety devices for indicating the necessity to change the oil
- F01M2011/1466—Indicating devices; Other safety devices for indicating the necessity to change the oil by considering quantity of soot
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M5/00—Heating, cooling, or controlling temperature of lubricant; Lubrication means facilitating engine starting
- F01M5/001—Heating
Abstract
Periodically heating a soot containing engine lubricant to a temperature in the range of about 115~C to about 150~C is effective in controlling soot induced viscosity increase of the lubricant. The period at which heating is conducted may be a function of the number of hours the engine has been operated or it may be based on the oil condition.
Description
METHOD FOR CONTROLLING SOOT
INDUCED LUBRICANT VISCOSITY INCREASE
Field of Invention [0001] This application claims the benefit of U.S. Provisional Application 60/642,862 filed January 11, 2005.
INDUCED LUBRICANT VISCOSITY INCREASE
Field of Invention [0001] This application claims the benefit of U.S. Provisional Application 60/642,862 filed January 11, 2005.
[0002] This invention relates to a method for controlling soot induced viscosity increase of lubricating oils.
Background of the Invention [0003] Internal combustion engines, such as automobile engines, include many mechanical elements such as pistons, shafts, and bearings, that rotate or slide against one another and that require proper lubrication to decrease friction, reduce wear and dissipate heat. For this reason, a lubricating oil system is provided for the engine to supply lubricating oil to these mechanical parts.
Background of the Invention [0003] Internal combustion engines, such as automobile engines, include many mechanical elements such as pistons, shafts, and bearings, that rotate or slide against one another and that require proper lubrication to decrease friction, reduce wear and dissipate heat. For this reason, a lubricating oil system is provided for the engine to supply lubricating oil to these mechanical parts.
[0004] It is common practice today in designing internal combustion engines to provide for exhaust gas recirculation to reduce engine emissions.
Experience has shown, however, that such engine designs tend to place increased stress on the engine lubricant. One of these stresses is the soot loading of the engine oil.
Oil filters and recyclers of various designs have been an integral part of internal combustion engines as a way of removing contaminants from the engines recirculating lubricant to maintain the usefulness of the oil. Such devises, however, fail to rectify the soot loading problem. Presently, to prevent soot agglomeration and concomitant thickening of the engine oil, engine oils are formulated with dispersant viscosity modifiers to aid in the dispersion of the soot. While use of these additives increases lubricant life there still are soot levels in oils which result in loss of viscosity control.
Experience has shown, however, that such engine designs tend to place increased stress on the engine lubricant. One of these stresses is the soot loading of the engine oil.
Oil filters and recyclers of various designs have been an integral part of internal combustion engines as a way of removing contaminants from the engines recirculating lubricant to maintain the usefulness of the oil. Such devises, however, fail to rectify the soot loading problem. Presently, to prevent soot agglomeration and concomitant thickening of the engine oil, engine oils are formulated with dispersant viscosity modifiers to aid in the dispersion of the soot. While use of these additives increases lubricant life there still are soot levels in oils which result in loss of viscosity control.
-2-.
[0005] Accordingly one object of the present invention is to provide improvements in controlling soot induced viscosity increase in lubricating oils.
[0005] Accordingly one object of the present invention is to provide improvements in controlling soot induced viscosity increase in lubricating oils.
[0006] Another object of the invention is to provide a method for reversing soot induced viscosity increase once it has occurred.
[0007] These and other objects of the invention will become apparent from what follows herein.
Summary of the Invention [0008] Surprisingly it has been found that by periodically heating a soot containing engine lubricant to a temperature in the range of about 115 C to about 150 C soot induced viscosity increase of the lubricant can be controlled and even reversed.
Summary of the Invention [0008] Surprisingly it has been found that by periodically heating a soot containing engine lubricant to a temperature in the range of about 115 C to about 150 C soot induced viscosity increase of the lubricant can be controlled and even reversed.
[0009] The period at which heating is conducted may be a function of the number of hours the engine has been operated, or it may be based on determining the condition of the lubricant by measuring the soot content or detecting viscosity increase of the lubricant.
Brief Description of the Drawings [0010] Figure 1 is a graph showing viscosity increase vs the percent soot in oils subjected to standard industry tests and an oil actually used in the field.
Brief Description of the Drawings [0010] Figure 1 is a graph showing viscosity increase vs the percent soot in oils subjected to standard industry tests and an oil actually used in the field.
[0011] Figure 2 is a graph showing the effect of heat treatment according to the invention on viscosity control.
[0012] Figures 3a, 3b and 3c are block diagrams representing selected embodiments of the invention for controlling soot.induced viscosity increase.
[0013] Figure 4 is a graph illustrating an embodiment of the invention.
Detailed Description of the Invention [0014] Figure 1 illustrates that lubricating oils that meet standard industry engine requirements requirements for soot induced viscosity control do not necessarily perform satisfactorily under actual engine operating conditions in the field. In the graph Mack T-8E test results (line 1) and the Mack T-10 test results (line 2) for an oil meeting the API CI-4 classification grade is compared with the results obtained for an engine actually used in the field (line 3). The Mack T-evaluates the soot handling capability of engine lubricants with regard to viscosity; this is done to simulate heavy-duty, stop-and-go operation with high soot loading. The test runs for 300 hours with oil samples being taken every hours. The pass/fail criteria of the test includes a maximum viscosity at 3.8%
soot of 11.5 cSt (11.5, 12.5, 13.0 cSt for 1, 2, 3 tests). The Mack T-10 test evaluates the oil's ability to minimize cylinder liner, piston ring, and bearing wear in engines with exhaust gas re-circulation systems (EGR). The pass/fail criteria include measurements of both oxidation level and oil consumption.
While not a direct study of the soot-viscosity interaction, the test parameters do provide a higher soot loading rate than that of the Mack T-8E. To address the discrepancy shown in Figure 1 between the standard test results and field experience, the Mack-11 test was developed. The Mack T-11 evaluates the soot handling capability of engine lubricants under fixed EGR conditions (-17%
EGR). In addition to the soot loading rate being slightly slower than that of the Mack T-8E, the oil gallery temperature is controlled at 88 C (the Mack T-8E
oil gallery temperature is not controlled). As can be seen in Figure 1 the same oil that performs well in the Mack T-8E (line 1) and Mack T-10 (line 2) tests performs poorly in the Mack T-1 1 test (line 4). The performance criteria for passing the Mack T-11 test is for an oil to exhibit a viscosity increase of no more than 12 cSt at 100 C at 6 wt% soot content.
Detailed Description of the Invention [0014] Figure 1 illustrates that lubricating oils that meet standard industry engine requirements requirements for soot induced viscosity control do not necessarily perform satisfactorily under actual engine operating conditions in the field. In the graph Mack T-8E test results (line 1) and the Mack T-10 test results (line 2) for an oil meeting the API CI-4 classification grade is compared with the results obtained for an engine actually used in the field (line 3). The Mack T-evaluates the soot handling capability of engine lubricants with regard to viscosity; this is done to simulate heavy-duty, stop-and-go operation with high soot loading. The test runs for 300 hours with oil samples being taken every hours. The pass/fail criteria of the test includes a maximum viscosity at 3.8%
soot of 11.5 cSt (11.5, 12.5, 13.0 cSt for 1, 2, 3 tests). The Mack T-10 test evaluates the oil's ability to minimize cylinder liner, piston ring, and bearing wear in engines with exhaust gas re-circulation systems (EGR). The pass/fail criteria include measurements of both oxidation level and oil consumption.
While not a direct study of the soot-viscosity interaction, the test parameters do provide a higher soot loading rate than that of the Mack T-8E. To address the discrepancy shown in Figure 1 between the standard test results and field experience, the Mack-11 test was developed. The Mack T-11 evaluates the soot handling capability of engine lubricants under fixed EGR conditions (-17%
EGR). In addition to the soot loading rate being slightly slower than that of the Mack T-8E, the oil gallery temperature is controlled at 88 C (the Mack T-8E
oil gallery temperature is not controlled). As can be seen in Figure 1 the same oil that performs well in the Mack T-8E (line 1) and Mack T-10 (line 2) tests performs poorly in the Mack T-1 1 test (line 4). The performance criteria for passing the Mack T-11 test is for an oil to exhibit a viscosity increase of no more than 12 cSt at 100 C at 6 wt% soot content.
[0015] According to the invention periodically heating a soot containing engine lubricant to a temperature in the range of about 115 C to about 150 C, and preferably 130 C to 135 C, soot induced viscosity increase of the lubricant can be controlled and even reversed.
[0016] Figure 2 illustrates the change in viscosity for an oil under standard Mack T-11 test conditions (line 1) where sump temperature is maintained at about 95 C compared to the change in viscosity for the same oil where sump temperature was maintained at 135 C (line 2). Indeed, the oil of line 2 maintained viscosity control up to about 16 wt% soot content. In another test the oil was maintained at the standard Mack T-1 1 conditions, i.e., a sump temperature of about 95 C until the viscosity began to break; at this point the sump temperature was raised to 135 C and viscosity control returned to the oil (line 3).
[0017] In general, the engine lubricant may be maintained by a variety of means at temperatures between 115 C to 150 C, and preferably between 130 C
to 135 C consistently to ensure greatest soot-viscosity control.
Alternatively, the sump oil temperature may be periodically raised to a range of 115 C to 150 C, and preferably to 130 C to 135 C by means of a heater in thermal contact with oil (as in the sump), a heater located exterior to the sump connected by means of a circulation system, or through the thermostatic control of the engine cooling system. In one embodiment the engine cooling control (thermostat) is automatically actuated to change temperature in response to engine operating conditions such as the number of hours the engine has been operating or by response to a sensor(s) monitoring the condition of the oil. In another embodiment the oil is periodically heated by circulating the oil through an oil heater, again automatically in response to engine operating conditions such as the number of hours the engine has been operating or in response to sensor(s) that monitor(s) the condition of the oil. In yet another embodiment, an internal heater is automatically actuated in response to engine operating conditions such as the number of hours the engine has been operating or by response to a sensor(s) monitoring the condition of the oil.
to 135 C consistently to ensure greatest soot-viscosity control.
Alternatively, the sump oil temperature may be periodically raised to a range of 115 C to 150 C, and preferably to 130 C to 135 C by means of a heater in thermal contact with oil (as in the sump), a heater located exterior to the sump connected by means of a circulation system, or through the thermostatic control of the engine cooling system. In one embodiment the engine cooling control (thermostat) is automatically actuated to change temperature in response to engine operating conditions such as the number of hours the engine has been operating or by response to a sensor(s) monitoring the condition of the oil. In another embodiment the oil is periodically heated by circulating the oil through an oil heater, again automatically in response to engine operating conditions such as the number of hours the engine has been operating or in response to sensor(s) that monitor(s) the condition of the oil. In yet another embodiment, an internal heater is automatically actuated in response to engine operating conditions such as the number of hours the engine has been operating or by response to a sensor(s) monitoring the condition of the oil.
[0018] Figure 3a, 3b and 3c are block diagrams representing selected embodiments of the invention for periodically heating an engine oil to control soot induced viscosity increase. In each of Figures 3a, 3b and 3c a sensor 11 for detecting the condition of the engine lubricating oil is shown located in oil sump and is in electronic communication with the electronic module or engine control unit 12 via communication line 20. Although sensor 11 is shown located in oil sump 10 it may be located in any location sufficient for detecting the oil condition such as in the engine block, oil circulating lines or the like. In the embodiment shown in Figure 3a a heater 13 is located within oil sump 10 for periodically heating the oil to the requisite temperature. Oil heater 13 is in electronic communication with module 12 via communication line 21. When sensor 11 detects an oil condition, such as viscosity, which is determined by module 12 to require heating the oil in the sump to the temperature range for controlling the soot induced viscosity increase module 12 activates the heater until sensor 11 signals module 12 that the oil has returned to a satisfactory condition.
[0019] In the embodiment of Figure 3b an oil heater 15 is provided external sump 10 and oil is circulated via circulation lines 26 and 27 in response to an electronic signal from module 12 via communication line 22. Oil flow to the external heater 15 can be controlled through a valve 16. As with the previous embodiment oil is heated periodically when sensor 11 detects an oil condition requiring heating.
[0020] In the embodiment shown in Figure 3c module 12 is in electronic communication with what is represented as the engine oil cooling system 14.
(Basically coolant circulating through an engine controls the lubricant temperature therein.) In this embodiment oil returned to sump 10 via oil circulation line 25 is used to adjust the overall lubricant temperature. When the condition of the oil detected by sensor 11 is determined by module 12 to require heating, module 12 actuates the engine cooling system to effect a decrease in cooling of the oil circulating through the engine oil circulating system until sensor 11 detects an oil condition determined by module 12 to be satisfactory.
(Basically coolant circulating through an engine controls the lubricant temperature therein.) In this embodiment oil returned to sump 10 via oil circulation line 25 is used to adjust the overall lubricant temperature. When the condition of the oil detected by sensor 11 is determined by module 12 to require heating, module 12 actuates the engine cooling system to effect a decrease in cooling of the oil circulating through the engine oil circulating system until sensor 11 detects an oil condition determined by module 12 to be satisfactory.
[0021] To better understand the embodiments described typical engine oil circulating system components such as oil pumps and filters have not been represented in Figures 3a, 3b and 3c nor are lines showing the flow of oil through the engine and return to an oil sump 10. Similarly the power source for heater 13 and 15 are not represented nor are read-outs and other obvious components of electronic control modules shown.
[0022] The benefit of heating circulating oil is illustrated in Figure 4 in which viscosity increase vs % soot in the oil is shown for oil from the sump (the diamonds) and oil directly from the heater (the squares). For the purpose of this test the heater had been run constantly. In any event, it can be seen that in this test the oil did not lose viscosity control until after 4+ wt% soot instead of the typical 3.5% soot under Standard Mack T-11 test conditions.
Claims (11)
1. A method for controlling soot induced viscosity increase in an internal combustion engine lubricant comprising:
periodically heating the engine lubricant to a temperature in the range of about 115°C to about 150°C for a time sufficient to control viscosity increase.
periodically heating the engine lubricant to a temperature in the range of about 115°C to about 150°C for a time sufficient to control viscosity increase.
2. The method of claim 1 wherein the oil is heated in the range of about 130°C to about 135°C.
3. The method of claim 3 wherein the periods at which the oil is heated is a function of engine conditions or oil condition.
4. The method of claim 3 wherein the oil is heated for a time sufficient to reduce at least 75% of any oil viscosity increase.
5. The method of claim 4 wherein the periods at which the oil is heated is a function of oil condition.
6. The method of claim 4 wherein the periods at which the oil is heated is a function of engine conditions.
7. A method for controlling soot induced viscosity increase in an internal combustion engine comprising:
detecting one of the engine's operating condition or oil condition;
comparing the detected condition to a predetermined condition;
when the detected condition exceeds the predetermined condition heating the oil to a temperature in the range of about 115°C to about 150°C for a time sufficient for oil to return to a condition below the predetermined condition;
and terminating the heating until the detected condition exceeds the predetermined condition when the heating process and terminating steps are repeated.
detecting one of the engine's operating condition or oil condition;
comparing the detected condition to a predetermined condition;
when the detected condition exceeds the predetermined condition heating the oil to a temperature in the range of about 115°C to about 150°C for a time sufficient for oil to return to a condition below the predetermined condition;
and terminating the heating until the detected condition exceeds the predetermined condition when the heating process and terminating steps are repeated.
8. The method of claim 7 wherein the oil is heated to a temperature in the range of about 130°C to about 135°C.
9. The method of claim 7 or 8 wherein the engine includes an oil sump and the oil is heated therein.
10. The method of claim 7 or 8 wherein the engine includes an oil sump and a portion of the oil is circulated from the sump through an oil heater and is returned to the sump.
11. The method of claim 7 or 8 wherein the engine includes a cooling system and the oil is heated by increasing the cooling temperature.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US64286205P | 2005-01-11 | 2005-01-11 | |
| US60/642,862 | 2005-01-11 | ||
| US11/323,273 US7966988B2 (en) | 2005-01-11 | 2005-12-30 | Method for controlling soot induced lubricant viscosity increase |
| US11/323,273 | 2005-12-30 | ||
| PCT/US2006/000332 WO2006076205A2 (en) | 2005-01-11 | 2006-01-06 | Method for controlling soot induced lubricant viscosity increase |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2594348A1 true CA2594348A1 (en) | 2006-07-20 |
| CA2594348C CA2594348C (en) | 2013-05-07 |
Family
ID=36651983
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2594348A Expired - Fee Related CA2594348C (en) | 2005-01-11 | 2006-01-06 | Method for controlling soot induced lubricant viscosity increase |
Country Status (8)
| Country | Link |
|---|---|
| US (1) | US7966988B2 (en) |
| EP (1) | EP1856378A4 (en) |
| JP (1) | JP2008528707A (en) |
| KR (1) | KR20070092730A (en) |
| AR (1) | AR053995A1 (en) |
| BR (1) | BRPI0606713A2 (en) |
| CA (1) | CA2594348C (en) |
| WO (1) | WO2006076205A2 (en) |
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| CN104195227B (en) | 2008-11-07 | 2017-04-12 | 适应生物技术公司 | Methods of monitoring conditions by sequence analysis |
| US9528160B2 (en) | 2008-11-07 | 2016-12-27 | Adaptive Biotechnolgies Corp. | Rare clonotypes and uses thereof |
| US9506119B2 (en) | 2008-11-07 | 2016-11-29 | Adaptive Biotechnologies Corp. | Method of sequence determination using sequence tags |
| US8628927B2 (en) | 2008-11-07 | 2014-01-14 | Sequenta, Inc. | Monitoring health and disease status using clonotype profiles |
| US8748103B2 (en) | 2008-11-07 | 2014-06-10 | Sequenta, Inc. | Monitoring health and disease status using clonotype profiles |
| US9365901B2 (en) | 2008-11-07 | 2016-06-14 | Adaptive Biotechnologies Corp. | Monitoring immunoglobulin heavy chain evolution in B-cell acute lymphoblastic leukemia |
| EP2387627B1 (en) | 2009-01-15 | 2016-03-30 | Adaptive Biotechnologies Corporation | Adaptive immunity profiling and methods for generation of monoclonal antibodies |
| RU2539032C2 (en) | 2009-06-25 | 2015-01-10 | Фред Хатчинсон Кансэр Рисёч Сентер | Method for measuring artificial immunity |
| US10385475B2 (en) | 2011-09-12 | 2019-08-20 | Adaptive Biotechnologies Corp. | Random array sequencing of low-complexity libraries |
| AU2012325791B2 (en) | 2011-10-21 | 2018-04-05 | Adaptive Biotechnologies Corporation | Quantification of adaptive immune cell genomes in a complex mixture of cells |
| CA2858070C (en) | 2011-12-09 | 2018-07-10 | Adaptive Biotechnologies Corporation | Diagnosis of lymphoid malignancies and minimal residual disease detection |
| US9499865B2 (en) | 2011-12-13 | 2016-11-22 | Adaptive Biotechnologies Corp. | Detection and measurement of tissue-infiltrating lymphocytes |
| ES2662128T3 (en) | 2012-03-05 | 2018-04-05 | Adaptive Biotechnologies Corporation | Determination of paired immune receptor chains from the frequency of matching subunits |
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| CA2886647A1 (en) | 2012-10-01 | 2014-04-10 | Adaptive Biotechnologies Corporation | Immunocompetence assessment by adaptive immune receptor diversity and clonality characterization |
| US9708657B2 (en) | 2013-07-01 | 2017-07-18 | Adaptive Biotechnologies Corp. | Method for generating clonotype profiles using sequence tags |
| CA2941612A1 (en) | 2014-03-05 | 2015-09-11 | Adaptive Biotechnologies Corporation | Methods using randomer-containing synthetic molecules |
| US10066265B2 (en) | 2014-04-01 | 2018-09-04 | Adaptive Biotechnologies Corp. | Determining antigen-specific t-cells |
| ES2777529T3 (en) | 2014-04-17 | 2020-08-05 | Adaptive Biotechnologies Corp | Quantification of adaptive immune cell genomes in a complex mixture of cells |
| US10392663B2 (en) | 2014-10-29 | 2019-08-27 | Adaptive Biotechnologies Corp. | Highly-multiplexed simultaneous detection of nucleic acids encoding paired adaptive immune receptor heterodimers from a large number of samples |
| US10246701B2 (en) | 2014-11-14 | 2019-04-02 | Adaptive Biotechnologies Corp. | Multiplexed digital quantitation of rearranged lymphoid receptors in a complex mixture |
| EP3224384A4 (en) | 2014-11-25 | 2018-04-18 | Adaptive Biotechnologies Corp. | Characterization of adaptive immune response to vaccination or infection using immune repertoire sequencing |
| ES2858306T3 (en) | 2015-02-24 | 2021-09-30 | Adaptive Biotechnologies Corp | Method for determining HLA status by sequencing the immune repertoire |
| WO2016161273A1 (en) | 2015-04-01 | 2016-10-06 | Adaptive Biotechnologies Corp. | Method of identifying human compatible t cell receptors specific for an antigenic target |
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| US6053143A (en) * | 1998-05-26 | 2000-04-25 | 709398 Ontario Ltd. | Method of improving combustion efficiency and reducing exhaust emissions by controlling oil volatility in internal combustion engines |
| US5937801A (en) * | 1998-07-31 | 1999-08-17 | Brunswick Corporation | Oil temperature moderator for an internal combustion engine |
| US6510830B2 (en) * | 2001-04-13 | 2003-01-28 | David Rossiter | Method and apparatus for a lubricant conditioning system |
| GB2388634A (en) * | 2002-05-15 | 2003-11-19 | Dana Automotive Ltd | Engine lubrication system having dual/auxiliary pump operation |
| JP2004052672A (en) * | 2002-07-19 | 2004-02-19 | Toyota Motor Corp | Hybrid vehicle and control method for it |
| US6695470B1 (en) * | 2002-09-10 | 2004-02-24 | Delphi Technologies, Inc. | Apparatus and method for viscosity measurement |
| DE10312902A1 (en) * | 2003-03-22 | 2004-09-30 | Daimlerchrysler Ag | System for regeneration of lubricating oil in internal combustion engines heats lubricating oil to remove volatile impurities by taking into account operating parameters and/or condition of oil |
-
2005
- 2005-12-30 US US11/323,273 patent/US7966988B2/en not_active Expired - Fee Related
-
2006
- 2006-01-06 EP EP06717517.4A patent/EP1856378A4/en not_active Withdrawn
- 2006-01-06 WO PCT/US2006/000332 patent/WO2006076205A2/en active Application Filing
- 2006-01-06 BR BRPI0606713A patent/BRPI0606713A2/en not_active IP Right Cessation
- 2006-01-06 JP JP2007550468A patent/JP2008528707A/en active Pending
- 2006-01-06 CA CA2594348A patent/CA2594348C/en not_active Expired - Fee Related
- 2006-01-06 KR KR1020077015750A patent/KR20070092730A/en not_active Application Discontinuation
- 2006-01-09 AR ARP060100075A patent/AR053995A1/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| US7966988B2 (en) | 2011-06-28 |
| WO2006076205A3 (en) | 2009-04-23 |
| AR053995A1 (en) | 2007-05-30 |
| EP1856378A4 (en) | 2015-12-30 |
| EP1856378A2 (en) | 2007-11-21 |
| US20060150943A1 (en) | 2006-07-13 |
| BRPI0606713A2 (en) | 2018-11-06 |
| CA2594348C (en) | 2013-05-07 |
| WO2006076205A2 (en) | 2006-07-20 |
| KR20070092730A (en) | 2007-09-13 |
| JP2008528707A (en) | 2008-07-31 |
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| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20180108 |